Regulator for injection combustion engines



Dec. 22, 1953 H. K. LINKS REGULATOR FOR INJECTION COMBUSTION ENGINESFiled July 18, 1951 2 Sheets-Sheet l Dec. 22, 1953 H. K. LINKS REGULATORFOR INJECTION COMBUSTION ENGINES 2 Sheets-Sheet 2 Filed July 18, 1951MpLAM IW 14 HTToRN/Q/ /5 Patented Dec; 22, 1953 I ENGINES Heinrich K.Links, Stuttgart, Germany, assignor to Daimler-Benz Aktiengesellschaft,Stuttgart- Unterturkheim, Germany 7 Application July is, 1951, SerialNo. 237,358

Claims priorityQappIication Germany July. 18, 1950 The invention relatesto a governor for jection combustion engines automatically controllingthe quantity of the fuel injected into the cylinders of the engine independence on the load and the number of revolutions of the engine,means being provided for thestarting of the engine which permit atemporary increase of the quantity injected beyond the full loadlimit-which is determined by a stop provided in the governor It isanobject of the present invention to prevent the driver from abusivelyoperating the means: provided for increasing the quantity of fuel beyondthe fullload limit contrary to its destination for the purpose ofincreasing the power output. of the engine, for instance when drivinguphill, since such abusive operation would result in a premature wear ofimportant elements of the engine.

More particularly, it is an object of the invention to provide safetymeans of the character in dicated in connection with a pneumaticgovernor. Accordingly, it is a feature of the invention to so connect astop with the linkage actuatinga" throttle valve provided within theintake pipe of the internal combustion engine that such stop will permitthe fuel control member, when the throttle valve is closed, to move allthe wayinto starting position, said'fuel control member being adjustedby the vacuum prevailing'in the intake pipe. When the throttle valve isclosed',the fuel control member of thegovernor cannotfmove-into 4 thestarting position unless the engine is stopped because, in that eventonly, the controlspringwill bev sufficientlyrelaxed for that purpose;whereas, when the engine isrunning intthrottled condition,

said spring will rather tend to reducethe quantity of fuel than toincrease the same, As a, conse v quence, the fuel control memberwilladvance i ast the withdrawn stop into the starting position I6, I

maining in the latter as soonfasthe running. en-

glue is stopped, theithrottle valve' being closed coincidentallythereto. The fuel control member 1 will remain in theadvancedstartingposition even if subsequently the throttle valve shouldbe fullyJ re-openedagain for the purpose'of startingjthef, engine.

temporarily more or less closed-afterthefengine has started and hascaused the fuel control'ineniI- her by its governing means to be pulledback tola, position corresponding to a fuel quantity'less'than' the fullload quantity, will the movable sto upon a re-opening of the throttlevalve return into the path of the fuel control'member, being-operative 1Not until the throttle valvenhas' been henceforth, as long i as ,theengine ke'eps running, to prevent the fuel control memberifrommoving'pin it with the head is, which in turn is fastened in the middle of adiaphragm i? of flexible, mate- 8 Claims. "(01. 123-140) beyond its fullload position. Thereby it is ensured that an excess fuel injectionexceeding the full load quantity cannot be used except for starting thestopped engine and, more particularly,

can never be used for increasing the power outputof the running engine.

Further objects and characteristics of the invention as well as its modeof operation result from the following description ofan example of 10construction in connection with the drawing. In

the drawing; V

Figure 1 shows a vertical longitudinal cut through the regulator part ofan, injection pump for an air compressing injection combustion engine inthe running condition of the latter,

Figure 2 shows a section from Figure 1, in which the regulator parts inquestion are shown in their positions in the stopped condition of theengine, Figure 3 shows a horizontal longitudinal cut along the line 3-3of Figure 1,

Figure 4 shows across section along the line 4-4 of Figure 1 and Figure5 shows a diagrammatic View from which the connection of the regulatorparts with the suction pipe of the combustion engine and with thecontrol linkage of same is visible.

- The pistons [3, which are moved toand fro in thecylinders l2 of theinjection pump-by a camshaft l0 and by return springs H, are in theknown manner provided with inclined control edges, so that the quantityof fuel, which is fed by eachpiston, can be continuously regulated b'yturning the pistons by means of the gear wheels.

[4 andofthe axially slidable toothed rack l5. Therack liispositivelyconnected by a pivot mi." The diaphragm l'l forms the tight seal of aspace l9, which isconnected by the nipple 20 and apipe 21 with the airsuction pipe 22 of an injection combustion engine, such as a dieselengine. This connection is effected ata point of the suction pipe, whichis located behind the throttle valve 23, so that the diaphragm i! ismore or less drawn into the space 19 by the vacuum which exists in thesuction pipe when "theengine is running, against the tendency of thegovernor spring 24,-the diaphragm taking along the toothed rack l5injthe sense of a decrease of the quantity of fuel, which is fed by theinjection pump, 1. e. in

direction-of the arrow 25; This applies primarily 'to the throttledoperation of the engine, when the throttle valve 23 is more or lessclosed, but as a safetymeasure it also applies to the full load;operation, in order'to prevent the engine from running too fast whenthe throttle is opened and when the load imposed by road conditions issmall.

In ordinary full load operation'jwherf tl'fl Ji/acuum in the suctionpipe 23, and thus also *in' the space 19, is Weak, the diaphragm H,which forms together with the head [8 the movable fuel con trol member,and the tooth raok l under the effect of the spring 24,occupy'thepositionshown' in Figures 1 and 3. head 18 engages the head 21of: the detent'lcver 28 and the lever 28 in turn engages-"a st'op-'-30by means of a cross pin 29 attached to the detent' lever.

Thereby the injection quantity of thpumfii's "moine" limited to the fullload quantity, when the-engine is running.

Except for the function described, the lever ZB has nothing further todo with the object "of the" invention. It is pivotally-mounted in theregugo lator casing 3 2 with assistancefnf titre fshaft 3 If" and serves'asa so-called stop l'evero 1y for stbp fl ping oi the engineg for whichpurpose'-fthe sh'af t j 3 I is turned in thesens'g of thefarrow by meansof a lever 33, which is attached tofit outside the casing 32, andthereby roclr's'fthe=stop ieverin th-*- saine sense by means o 'a"coupling pin j355f- In this'=;operation; the-st lever by 'rnean "s' oftl ie' ea s-"m ve l 'di s ili s ff he t e rack l5-opposite--to-theeifectbfthe'spring V in' gg the direction of the arrow 25 sofan-outwardly that the fuel fee'd ofthe injeetiion pump is eompletelyinterruptedand the -engine" is -st' opped The stop tenon'iq isjfastehe 1g '3li f and is slidable withit 13? and outwardlyin asecondbushing"sft-against' th seateof-a spring 385 The guidebushin'g {31fastened tothegovernor housing 32 w means o a holding plate 39" and of-ascrew flu dsprovided at its outer-end at one side with a slot-=4inwhi'cha tongue 42 'is "i -3' uided',"Whichis bent ofi from 'th'slidabl'biishing 35 The latter tongue th the-bushing GG-andtHere stop 39indownward dir ect nfso' that 38*can" move *the stopm "ate the positiononir which is showni n the res 1, 3 and-* ljarrd in which'the fcross "pin 2engag s thflsto l p v bushing 36 is at itsupper endfc Idsed Wit a meranstopper 43; which-is firmly 'conr-ie Through a narrow-bore ofhis-sto'per spring steel ora "thin wir" cab is'-providd'=vvith an'abiipm m teinner end. This traction cabl W s al' ri e efi n a o in rg a rem in thesuction pipe'of the -combustion engine-and;

OftlltlllQttliVg-IVQin sllch' a ma 'nn tli when the latter isfullyopened-it oco upis the position During this operationit slidesiirst in the'*bor e*- or the 1 stopper as; "until -its abutinenft 45ushes The inner end face 26 0f"'1 4 suction pipe of the engine is sogreat that it arrests the diaphragm I! and thereby the toothed rack l5of the regulator in the idling position of the governor spring 24beingfcompressed'. When the throttle -valve is openedagain while theengine keeps running, the stop 3ii returns already during the first partof the opening motion of the throttle valve under the effect of thespring 38 into the locked position; whicbhis shown in the Figures l and4 and thereby henceforth prevents the governorfrom the-adjustment of alarger injection quantityf ithan-the" full load quantity.

Upon 'cornplete stopping of the engine, which iseffect by closing of thethrottle valve 23 and "operation of the stop lever 28, theconditions;arejhowever different. coincidentally toi 'th'e closing ofthe throttle valve the stop 3|] is lifted exactly as before in directionof the arrow 48 andthe'reby removed out of the way of the cross pin 29.As soon as now the detent lever 28 is released" after the stoppingof the"e'n'gin'ef-it -is rocked ay-anegovernor spring 2 i througlr 1 thediaphragm *l I and the? head "i 8- opposite toth' direction owns a 34'until the det'ent"lever" engages the screw {4 (Figure '2) since now'wimtheenginat'rest'ther is nol'onger any 'vac'uii-ln' in the suction -pipe'of 'th *engineari'd the 'goij* ernor 'spring 24 isconsequent-1yrelieved? Sii'n' uL- tane'ously the'toothed rack I 5is'di's'placed y t-he joint bolt wept-oat td the dire 5 arisen-beyondthe full 10a "-positi Figure into the starting po'sition n 'whicnadjusts the pump to fe'eda l arger in jecti'on qua tity tlian the fullloadquantity; When new ure thrott1e va1v'23 i's opndfiuitewideto start'ingthe engine; the sto 3ll ea 'n *no longer placeitself in 5 a lockingmanner before the cros's 29, but, as can be seen in Figure 2, can tinderthe effect off' the spifmg 38 only engage the' latter from above Itcannot rock back the' lev'e'r 3 3 in direction of tli' arrow iideither;"because the spring 3'8l 1a s"a considerably=srnallertensioirthan the istrorig"goverrior spring andthelattei s and smallnumbr of revolutions? =i. efiwithoiit idlingiposition-by'"thefiiiaphr'agm 1 i under theefie'ctjj-oftriewaeuum which exis'ts nowin the f H as'flong'as th-en'gine -runs'; the sto" I 3o enga'g'e'sn*-front"{'of =th cross "pin 29 in aloe n'gman er beingfperm'itted bythe-thr ottle linkage to do so no: prevnt'sth'e governor from'the:adjustmentwf a l rger injeeti'on" quantity than 'thef fullload-quantity.

Through "the-described V arrangement 4 andcon struction of 1;i1" "regu-l'ator parts absolute-"- assurthatthe re'gulator cam i. e. 'du rin'g-.the*last art? of the closing motio' of the 'throttle'valve;thetracti'on cabl'e ta kes the bushing- .3 6' and the 1 stop 3 llpositively lalong i in outward direction wherebyZ-the "stoprisremovedout of the wayuof 'the crosspin 'mf Howeverfk while the'engineisrunning this ren'iovaliofi'the stop has no'infiu'enoe on' the'adjustmnfof the fuel-quantity fed by the pump, as theunlatehin does nottake place until the throttl alve 'is nearly closed and as" then thevacuum ithe 5" 5 with thesame advantages also be applied to acentrifugal governor.

What I claim is:

1. In a pneumatic governor of a fuel injection pump for an internalcumbustion engine of the type having a diaphragm-actuated fuel controlmember responsive to a throttle in the air intake conduit of the engine,and a stop mounted for common movement with the closing movement of saidthrottle from an operative position in which it limits the travel ofsaid control member in a fuel-increasing direction to an inoperativeposition when the throttle is closed, the combination with said stop ofa detent adapted to detain said stop in said inoperative positionirrespective of the position of said throttle, when saddiaphragm-actuated fuel control member is relaxed upon stoppage of theengine, and to be disengaged from said stop under control by saidcontrol member, when the engine is started.

2. In a pneumatic governor of a fuel injection pump for an internalcombustion engine of the type having a diaphragm-actuated fuel controlmember responsive to a throttle in the air intake conduit of the engine,and a stop mounted for common movement with the closing movement of saidthrottle from an operative position in which it limits the travel ofsaid control member in a fuel-increasing direction to an inoperativeposition when the throttle is closed, the combination with said stop ofa detent adapted to detain said stop in said inoperative position, saiddetent being so co-ordinated to said diaphragmactuated control member asto be disabled by the same while said control member is vacuumactuatedand to be enabled to function by said control member while the diaphragmthereof is relaxed.

3. In a pneumatic governor of a fuel injection pump for an internalcombustion engine of the type having a diaphragm-actuated fuel controlmember responsive to a throttle in the air intake conduit of the engine,and a stop'mounted for common movement with the closing movement of saidthrottle from an operative position in which it limits the travel ofsaid control member in a fuel-increasing direction to an inoperativeposition when the throttle is closed, the combination with said stop ofa detent, a spring tending to engage said detent with said stop, whenthe latter arrives in inoperative position, to detain said stop therein,said spring being so co-ordinated to said diaphragm-actuated fuelcontrol member as to be disabled thereby while the engine is running.

4. The combination claimed in claim 1 in which said stop is constitutedby a pin mounted for axial sliding movement transversely to the path ofsaid control member.

5. The combination claimed in claim 1 in which said detent isconstituted by a pivotal member adapted to be rocked to locking positionby said diaphragm-actuated fuel control member in response to a stoppageof the engine, a spring being provided acting on said stop and adapted,when said control member releases said pivotal member in response tovacuum in said intake conduit, to return said stop to said operativeposition.

6. The combination claimed in claim 1 in which the means connecting saidthrottle with said stop include a flexible wire encased in a tube and alost-motion connection.

'7. The combination claimed in claim 1 including connecting meansconnecting said stop to said throttle and means encasing said connectingmeans to prevent manual actuation thereof independently of saidthrottle.

8. The combination claimed in claim 1 including a guide for said stopand sealing means for said guide adapted to indicate any disassembly ofsaid guide.

HEINRICH K. LINKS.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 2,209,321 Colell July 30, 1940 FOREIGN PATENTS Number CountryDate 470,743 Great Britain Aug. 20, 1937 540,738 Great Britain Oct. 28,1941

